Rail-stop.



G.W. RINK.

RAIL STOP.

APPLICATION FILED JAN. 1B, 1911.

2 BHBBTS-SHEET 1.

Patented .my 25, 1911.

G. W. RINIL RAIL STOP.

APPLIGATIONIILED 11111.18, 1911.

2 SHEETS-SHEET Z.

FIG-5.

FIE4.

mipllnsw 111i 1 l l VE N To R I fiw' dan@ Patented July 25, 1911.

FFICF.

RAIL-STOP.

To all whom it may concern:

Be it known that I, GEORGE YV. Rink, a citizen of the United States,residing at J ersey City, in the county of Hudson and State of .NewJersey, have invented new and useful Improvements in Rail-Stops, ofwhich the following is a specification.

This invention relates to rail stops or bumping posts adapted to beattached to the rails and be engaged by the wheels to prevent themovement of the cars or other rolling stock beyond a certain point alongthe track, one of the objects being to provide an improved rail stopdevice having a yielding resistance exerted through a limited movementto assist in absorbing the momentum and bring the car to a stop withoutsudden shock or jar.

Another object is to provide a movable rail stop which may be pivoted orotherwise mounted so as to be readily turned out of the path of thewheel to permit the passing of the car when desired.

These and other objects will more fully appear hereinafter from thefollowing description, and the particular features of my improvementwill be set forth in the claims.

This improvement is particularly adapted for use upon car floats, ferryboats, docks, terminal tracks, turn tables, and the like, where it isdesired to stop the cars or other vehicles, at a certain place on thetrack.

In the accompanying drawings: Figure l is a side elevation of one formof my improved stop mounted on the rail; Fig. 2., an end View of thesame; Fig. 3, a transverse section taken on the line of Fig. l; Fig. 4,a side elevation showing a modification; Fig. 5, an end view of same;Fig. 6, a side view of a further modification; Fig. 7, an end view ofsame, showing the rail in section; and, Fig. 8, a transverse sectiontaken on the line 1/ 1/ of Fig. 6.

According to the construction yshown in Figs. l, 2, and 3, myimprovement is formed of two principal parts, the bracket portion orcasting, l, having projecting lugs, 2, and adapted to be fastened to theweb of the rail, 3, and the body portion or casting, 4, which isnormally adapted to rest upon the head of the rail and is also providedwith lugs, 5, corresponding to those of the lower bracket. The bodyportion is preferably hinged or pivotally connected to the bracket, asby a rod, 6, extending through openings in the lugs, 2, and 5, of therespective parts,

Specification of Letters Patent.

Application led January 18, 1911.

Patented July 25, 1.91 t Serial No. 603,263.

the rod being held in the lugs, 2, of the bracket by a pin or otherfastening means, and passing freely through the openings in the lugs, 5,so as to allow a longitudinal sliding movement of the body portion, 4,upon the rail. A yielding' resistance, such as a spring or springs, 7,mounted on the rod, G, between the respective lugs of the two parts,opposes the longitudinal movement of the body casting, 4, along therail, and serves to assist in absorbing the momentum and ease the shockwhen the wheel of the car or other vehicle comes in contact with thestop.

The top casting may be provided with a wedge extension, 8, and the edgeface of the stop toward the car wheel may be curved upward, asindicated, so that the wheel will run up on the wedge portion and have atendency to climb farther up the curved face of the body portion. Thistop cast-ing may also be provided with flanges, 9, projecting over theedges of the head of the rail to assist in guiding the body portion andincreasing its functional resistance upon the top of the rail. Fornormally holding the stop in its elevated position on the rail, a fiatspring, ll, may be employed, the same being riveted to the top castingand bearing against the head of the rail. When not in use the topcasting or body may be turned over on its pivot or hinge to a horizontalposition in which it does not obstruct the wheels and the cars may thenproceed without interruption.

The bracket or lower casting, l, is preferably bolted to the web of therail, and as shown in Figs. 4 and 5, I have provided two such castings,one outside and one inside the rail, while the top casting, 4, has twosets of corresponding lugs, 5, connected by rods, 6, with the lugs, 2,of the respective brackets. Springs, 7, are also mounted on the rods, asbefore described, although in this case only one spring is shown uponeach side. Double springs may, however, be used if desired. The wedgeextension is also shown in this View, but it will be understood that thesame may be employed or not, as desired, in any of the modifications.

Where the top casting is formed in one integral piece, and connected tobrackets on both sides of the rail, as shown in Figs. 4 and 5, it is nothinged so as to be turned down to a horizontal position, but remainspermanently upon the rail to serve as a bumping post. If preferred,however, the

op casting may be divided longitudinally into two parts or halves, 4aand 4b, Which may be keyed or otherwise fastened togetlier, as shown inFigs. 6, 7 and 8. The key, l0, may then be removed and the tWo halfsections, la and 4b, turned down to a horizontal position, one insideand one outside the rail, to permit. the cars to proceed along thetrack.

lhere the Wedge extension is not used the truck wheel contacts directlywith the curved face of the top casting, thus tending to force the samedown upon the rail at the same time that it is moved longitudinally.This movement is opposed by the frictional resistance exerted by thecasting on the rail and by the resistance springs, thereby absorbing themomentum and preventing a sudden shock in stopping the car. Where theWedge extension is employed, the truck Wheel rides up on the same sothat the Weight of a portion of the car is carried directly upon thesliding cast-ing and greatly increases the frictional resistance tomovement on the rail. The resistance springs are also compressed by thefurther limited movement. of the stop and the car is thus brought to aneasy stop Without injurious shock.

According to the form shown in Figs. 4 and 5, the stop is provided witha projection 1Q, for engaging the tread of the Wheel and prevent anytendency of the Wheel to ride over the stop.

For the purpose of relieving the springs and preventing injury to sameWhen violently compressed. a sleeve 13, may be mounted on the rod 6toserve as a stop and limit the movement along the rail.

Having now described my improvement, what I claim as new, and desire tosecure by Letters Patent, is:

l. A rail stop comprising a bracket portion adapted to be fastened tothe rail, a body portion connected to the bracket With the capacity oflongitudinal movementrelative thereto, and a resistance spring foropposing such longitudinal movement.

2. In a rail stop, the combination of a bracket portion adapted to befastened to the rail, a body portion mounted on said bracket With thecapacity of longitudinal movement and adapted to rest upon the top ofthe rail, and a resistance spring opposing such longitudinal movement.

3. In a rail stop, the combination of a bracket portion adapted to befastened to the side of the rail, a body portion having a Wedgeextension adapted to rest upon the top of the rail and connected to thebracket with the capacity of relative longitudinal movement, and aresistance spring for opposing such longitudinal movement.

4. In arail stop, the combination of a bracket portion adapted to besecured to the side of the rail, and a body portion pivotally mounted onsaid bracket With the capacity of relative longitudinal movement, and aspring for oppcsing such longitudinal movement. i

5. In a rail stop, the combination of a bracket portion adapted to besecured to the rail and having projecting lugs, a body portion havingcorresponding lugs, a rod eX- tending through and connecting said lugs,and a resistance spring located between said lugs so as to opposelongitudinal movement of the body portion relative to the rail.

6. In a rail stop, the combination of a pair of brackets adapted to besecured to the rail, one inside and the other outside, a body portionformed in two parts, each connected to one of the brackets, detachablemeans for fastening said parts of the body together, and a resistancespring for opposing longitudinal movement of the body portion along therail.

7. In a rail stop, the combination of a pair of brackets adapted to besecured to the rail, one inside and the other outside, a body portionadapted to rest on the top of the rail and connected to both bracketswith the capacity of a limited longitudinal movement, and resistancesprings for opposing such movement.

8. In a rail stop, the combination of a pair of brackets adapted to besecured to the rail, one on each side, a body portion` formed in tWoparts, adapted to rest on the top of the rail, and each pivotallyconnected to one of the brackets, and a detach able means for fasteningthe tivo parts together.

In testimony whereof I have hereunto set my hand.

GEO. W. RINK.

Witnesses E. D. MOON, SAMUEL E. HALDEMAN.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents, Washington, D. C.

